Inquiry #1: With respect to the CIR Specifications the following require reconsideration or further clarification:

Section 12-4.05F Chart no. 1of 1 requires night time working hours. This conflicts with the requirement of Section 30-5.03D(1) General that requires the CIR to be completed 30 minutes prior to sunset. CIR must be completed during daylight hours so that it can cure. If it is conducted at night no evaporation and curing of the emulsion occurs and extensive maintenance will be required. This in all likelihood will require an emergency lane closure during daylight hours for repairs. Please advise.

Within Section 30-5.01D(4)(b) Test Strip and then in Section 30-5.03H Supplemental Compaction - It requires recompaction of CIR within 48-72 hours of initial compaction. This is in contradiction to curing requirements of section 30-5.03G Maintain and Protect Surface. Recompaction must be conducted after curing is complete and during sunlight hours with higher pavement temperatures to be effective. In addition, with traffic closure limitations there is no way to recompact within 72 hours since the CIR operation will be longer than 3 days, without the CIR operation stopped for a day to several days while recompaction catches up. The CIR operation should be continuous and then recompaction of the entire roadway should be conducted after curing is complete. This is the way every CIR job has been conducted to date in the State with many requiring a change order post bid due to this specification requirement. Please advise.

Section 30-5.01D(4)(c) - The ERA Quality Control Requirements. There is no physical way based upon the amount of testing required for the only certified lab in the State to accomplish the testing in time frame indicated. The testing requires a minimum of 3 to 4 days to be conducted, provided that the lab is able to get to it right of way. This does not include the time to get it to the lab after the field sampling. Please advise.

Section 30-5.01D(4)(c) - Quality Control Requirements - The requirement to do a full washed gradation per CT 202 is good information to be developed for future projects. However, it has been determined that the 24 hours reporting requirement is not reasonable and not able to be met for this report only test. The test requires a minimum of 3 to 4 days itself to be conducted, provided that the lab is able to get to it right of way. This does not include the time to get it to the lab after the field sampling. Please advise.

The same table requires a CT216 test although the relative compaction is based upon the break over curve. The CT216 test procedure is for obtaining the maximum wet density using a moisture relationship for soil like materials. This test procedure is not applicable for CIR and gives no useful information. The CT 216 test has been waived on every CIR project to date in the State post bid. Please advise.

Section 30-5.01D(4)(d) Smoothness - An MRI on the CIR is specified without significant experience on whether the requirements are reasonable for CIR for this project. It is required to place the CIR 0.33’ in thickness. The CIR is subject to the variability of the existing road and maintenance treatments as well as the environmental conditions when placed, all leading to changes in screed density and potential bumps. How is a placement contractor able to make the smoothness requirements as specified without excessive bump grinding and leaving a potentially weaker structural section open to traffic while smoothness requirements are met? Why not a percentage improvement or a reasonable mandatory bump grind specified so that the RE’s do not have to deal with changes to the specification after the fact? Please advise.

Section 30-5.02H Asphaltic Emulsion - It specifies that Grade SSIh or Grade CSS1h is to be used. In discussing the issue with the emulsion suppliers, the ERA typically used for CIR generally meets all the requirements of CSS1h. However, in some instances, the ERA may meet all the quality requirements except for the storage requirements, since the material is used to break faster for a quick release to traffic on the CIR. The storage requirements are not applicable for the CIR fog seal since the material is used daily. Why can’t the ERA be used for fog seal on this project like the 30 other State CIR projects before this one? The ERA used as fog seal for the CIR guarantees compatibility. In addition in almost all projects for the State, the 1:1 (50/50) dilution has been waived and the Fog Seal is applied at a 60 (water)/40 (emulsion) dilution instead. There is less pickup and it spreads smoother. Please advise.

Section 30-5.03D(1) General: In item 1 it excludes conduction of CIR if the pavement is wet. Why is this a limitation? There is no justification. Water is added to the CIR anyway. Sometimes it is advantageous to prewet the pavement as in the case of a roadway with rubber chip seal or a lot of rubber crack fill so as to keep the RAP temperature down so that it does not gum up the crusher. In addition, if there is overnight fog or rain and the pavement is damp to start the CIR in the sunlight the next day, does the State really expect all work to be halted until the road dries up so the CIR contractor can then just add water during the milling and the mixing along with the water in the ERA? Please advise.

my questions are in regards to the numbers on sheet q-1.section "conform tapers at mbgr"question 1:

miles creek br is appx 40' wide, please explain how the engineers decided it to be 26'

question 2:section "conform tapers at public road intersections"

my numbers for "cold plane sqyd" are different. my total is 7384 while caltrans amount is 7109.

my breakdown at each location are also different.how is that our numbers are relatively close even though our numbers throughout the section don't relate to each other?Inquiry submitted 01/13/2014

Response #1: Submitted for consideration.Response posted 01/13/2014

Response #2: #1: For Miles Creek Bridge, only the 26' width of actual cold in-place recycling (CIR) was used to calculate the quantities for Conform Tapers at MBGR. The actual width may vary during construction.

#2a: The quantities for Cold Plane AC Pavement shown in Summary of Quantities “Conform Tapers at Public Road Intersections” were reviewed and verified as correct.

#2b: The dimensions shown for “Conform Tapers at Public Road Intersections” are average lengths and widths. The actual areas used for the quantities were determined using computer-aided drawings and maps. Exact dimensions will vary in the field.

#3: The dimensions shown for “Conform Tapers at Public Road Intersections” are average lengths and widths. The actual areas used for the quantities were determined using computer-aided drawings and maps. Exact dimensions will vary in the field.Response posted 01/17/2014

The information provided in the responses to bidder inquiries is not a waiver of Section 2-1.07, “JOB SITE AND DOCUMENT EXAMINATION” of the Standard Specifications or any other provision of the contract, nor to excuse the contractor from full compliance with the contract. Bidders are cautioned that subsequent responses or contract addenda may change a previous response.